Inflight, March 2008
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| L-1011 projection system |
De volta a Fiumicino...
Fiumicino, February 2009
Back to Fiumicino...
... com um dos meus novos companheiros de viagem... CS-TTR "Soares dos Reis", um dos últimos A319 entregues à companhia.
... with one of the newest A319s in our fleet... CS-TTR named "Soares dos Reis".
O tempo é que desta vez já não estava tão bom...
The weather was not so nice this time...
... with one of the newest A319s in our fleet... CS-TTR named "Soares dos Reis".
O tempo é que desta vez já não estava tão bom...
The weather was not so nice this time...
In the blink of an eye: Rome
Rome, January 2009
Ciao Roma!
Não foi a minha primeira estadia em Roma mas foi a primeira vez que saí à cidade. Ao contrário das vezes anteriores, conseguimos juntar 3 elementos da tripulação (todos vindos de charters...) e aproveitar o transporte gratuito até ao centro da cidade apesar do tempo ser escasso para grandes roteiros. O tempo estava frio mas com um fantástico céu azul, a contrastar com o cinzento e a chuva de Lisboa.
This was not my first layover in Rome but it was the first time I went to the center of the city. This time I finally had company to do it. We took the free shuttle from the hotel to the center despite we didn't have much time for a big walk. The weather was cold but the sky was blue (in Lisbon it was grey and rainy).
Desde os tempos do Ciclo que as civilizações grega, romana e egípcia exercem em mim um certo fascínio. E apesar dos italianos serem ainda mais latinos do que nós (com todos os defeitos que tal característica comporta) adorei passear pelo meio de ruínas do antigo império romano que vão surgindo aqui e acolá. A primeira vez que estive em Roma, nem me lembro que idade tinha. Sobram apenas os registos fotográficos como este.
Since my school time, I always felt fascinated by the Greek and Roman civilizations. I loved walking through the ruins of the Ancient Rome that showed up almost each corner of the city blocks. The first time I was in Rome, I can't even remember how old I was. But I do have some funny pictures like this one.
Our first stop was obviously the Colosseum. I apologize for the low quality photos but they were taken with my cell phone and not with my usual compact camera.
Impressive Victor Emmanuele II monument...
The Pantheon...
The dome with its opening.
And the beautiful Fontana di Trevi, already after sunset...
Às 19 locais apanhámos o transporte de volta ao hotel pois o despertar seria bem cedo às 4:05am (3:05 hora de Lisboa...). O trânsito a esta hora estava infernal levando a que a viagem de regresso demorasse cerca de 40 minutos. Mas foi um passeio bastante agradável na companhia de excelentes colegas!
Before we returned to the hotel, we bought each one a "panino di prosciutto" that were divine. At 7pm we took the shuttle back to the hotel because we would another early wake up at 4am (which is 3am in Lisbon). The traffic was awful at this hour so we took 40 minutes to reach the hotel. But this was a great afternoon with great company from my colleagues!
Os voos, esses... tranquilíssimos! E infelizmente com poucos pax.
And the flights... those were very, very calm! And unfortunately with few passengers, this time of the year.
Before we returned to the hotel, we bought each one a "panino di prosciutto" that were divine. At 7pm we took the shuttle back to the hotel because we would another early wake up at 4am (which is 3am in Lisbon). The traffic was awful at this hour so we took 40 minutes to reach the hotel. But this was a great afternoon with great company from my colleagues!
Os voos, esses... tranquilíssimos! E infelizmente com poucos pax.
And the flights... those were very, very calm! And unfortunately with few passengers, this time of the year.
Luzair: Último voo no L-1011
Helsinki, May 2008
My last L-1011 TriStar flight
Depois do regresso de Dakar, não esperava voltar a voar pela Luzair. Em breve começaria uma nova etapa na minha vida e estava ainda a terminar um manual para a companhia.
After my return from Dakar I didn't expect to fly again for Luzair. Soon I would begin a new phase in my life and I was still busy writing a manual for Luzair.
After my return from Dakar I didn't expect to fly again for Luzair. Soon I would begin a new phase in my life and I was still busy writing a manual for Luzair.
Na noite de 17 para 18 de Maio, estava precisamente num último esforço para terminar esse manual até que (julgava eu) vencido pelo cansaço (após algumas noites a dormir muito pouco), decidi deitar-me, perto das 2 da manhã. E é precisamente nesse momento que recebo uma chamada/convocatória para uma última missão. A companhia precisava mesmo de mais um tripulante e eu próprio queria ir voar... "mais uma última vez" no L-1011!
The night of 17-18 May, I was precisely on a last effort to finish that project when overcome by fatigue (I thought so), I decided to go to bed around 2am. That's when I received a call from the airline for my very last mission with the L-1011!
Não sei onde fui arranjar forças, mas às 4h30 lá me apresentei no aeroporto para uma jornada que seria bem longa. Esperava-me um Lisboa-Helsínquia-Chania-Helsínquia-Lisboa, tudo de seguida, numa operação para a TUIfly Nordic (BLX).
I still don't know where I found the strength to respond to this call (I slept only a few hours the previous night) but at 4:30 am I was already at the airport for a long journey: LIS-HEL-CHQ-HEL-LIS. We would be flying for TUIfly Nordic (BLX).
Seguimos posicionados para HEL num voo com a duração de 3:52. Numa tripulação reforçada de 13 elementos, calhou-me a posição E8, a última a ser atribuída. Sentia já uma grande nostalgia em todos os meus passos dentro do avião. Por imperativos de calendário estes seriam seguramente os últimos momentos enquanto tripulante de cabine na Luzair.
Neste voo havia uma novidade: estavam a ser largados dois novos colegas.
Os briefings na Luzair costumam ser inquisitivos em termos de questões relacionadas com salvamento, uma filosofia herdada da Air Luxor. O saber responder às questões sobre procedimentos de emergência é obrigatório e conta para a avaliação contínua do tripulante, além de que obriga o tripulante a estudar e a manter-se actualizado ao longo do tempo.
No caso destes dois colegas era ainda mais importante pois estavam a ser largados. O natural nervosismo que demonstravam fez-me lembrar o meu voo de largada (4 de Agosto de 2007) e os colegas que me acompanharam nesse dia. Sorri ao lembrar-me das incidências e semelhanças, confiante de que também eles seriam capazes de superar essa prova.
The first leg to HEL was a position flight with a duration of 3h52. With a reinforced cabin crew of 13 members, I was assigned the last position (E8). Each step I took inside the aircraft, I was already feeling nostalgic. This time for sure, this would be my last duty as a Luzair crew member.
Two newly arrived colleagues would be examined during this set of flights.
Briefings at Luzair used to be inquisitive regarding safety procedures - a philosophy inherited from Air Luxor. It was very important to feel comfortable with those procedures and to demonstrate that knowledge by answering correctly to the questions posed during the briefings. It was part of our continuous evaluation and it was one way of obliging crew members to study regularly and keep themselves updated.
In this case, it was even more important for the new colleagues because it was their examination flight. They looked a little bit nervous which was normal. It made me remember my own examination and the colleagues that were with me that day in the same situation. But I was confident that they would answer the briefing questions without problems.
The night of 17-18 May, I was precisely on a last effort to finish that project when overcome by fatigue (I thought so), I decided to go to bed around 2am. That's when I received a call from the airline for my very last mission with the L-1011!
Não sei onde fui arranjar forças, mas às 4h30 lá me apresentei no aeroporto para uma jornada que seria bem longa. Esperava-me um Lisboa-Helsínquia-Chania-Helsínquia-Lisboa, tudo de seguida, numa operação para a TUIfly Nordic (BLX).
I still don't know where I found the strength to respond to this call (I slept only a few hours the previous night) but at 4:30 am I was already at the airport for a long journey: LIS-HEL-CHQ-HEL-LIS. We would be flying for TUIfly Nordic (BLX).
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| Plano de voo | Flight plan LIS-HEL |
Neste voo havia uma novidade: estavam a ser largados dois novos colegas.
Os briefings na Luzair costumam ser inquisitivos em termos de questões relacionadas com salvamento, uma filosofia herdada da Air Luxor. O saber responder às questões sobre procedimentos de emergência é obrigatório e conta para a avaliação contínua do tripulante, além de que obriga o tripulante a estudar e a manter-se actualizado ao longo do tempo.
No caso destes dois colegas era ainda mais importante pois estavam a ser largados. O natural nervosismo que demonstravam fez-me lembrar o meu voo de largada (4 de Agosto de 2007) e os colegas que me acompanharam nesse dia. Sorri ao lembrar-me das incidências e semelhanças, confiante de que também eles seriam capazes de superar essa prova.
The first leg to HEL was a position flight with a duration of 3h52. With a reinforced cabin crew of 13 members, I was assigned the last position (E8). Each step I took inside the aircraft, I was already feeling nostalgic. This time for sure, this would be my last duty as a Luzair crew member.
Two newly arrived colleagues would be examined during this set of flights.
Briefings at Luzair used to be inquisitive regarding safety procedures - a philosophy inherited from Air Luxor. It was very important to feel comfortable with those procedures and to demonstrate that knowledge by answering correctly to the questions posed during the briefings. It was part of our continuous evaluation and it was one way of obliging crew members to study regularly and keep themselves updated.
In this case, it was even more important for the new colleagues because it was their examination flight. They looked a little bit nervous which was normal. It made me remember my own examination and the colleagues that were with me that day in the same situation. But I was confident that they would answer the briefing questions without problems.
À chegada a Helsínquia, já com luz do dia, deparámo-nos com um tecto de nuvens denso e espesso que só se dissipou segundos antes da aterragem.
We landed in Helsinki already with daylight, although we descended through a dense layer of clouds which only dissipated a few seconds before landing.
Segue-se o vídeo da aterragem e algumas fotografias durante o taxi-in e o turnaround em Helsínquia.
Here is the video of the landing and some photos I took during the taxi-in and turnaround time at Vantaa Airport:
The catering for the passengers was loaded in Helsinki and soon we would be heading to Greece.
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Catering com etiquetas em... espanhol. Fica a boa intenção :)
Trying to impress our crew writing information in Spanish? :)
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I don't remember many details of the flight itself except for the moderate turbulence we had heading back to Helsinki (the strongest I ever experienced on board a L-1011). While seated during this period, I chatted with one of the new colleagues that was next to me, introducing him to the airline.
Esgotados, regressámos de novo posicionados a Lisboa. Às 3 horas e 25 minutos do dia 19 de Maio de 2008 sucede aquela que provavelmente terá sido a minha última aterragem num L-1011. Os novos colegas foram largados e foi com alguma emoção que me despedi da companhia nas chegadas do Aeroporto de Lisboa.
Already exhausted, we flew back empty to Lisbon. At 3:35 am, 19th of May 2008, I probably made my very last landing on a L-1011. The new colleagues successfully passed their examination flight and it was with some emotion that said goodbye to the airline that gave me my first job.
Enquanto tripulante, contabilizei um total de 382 horas de voo e 95 aterragens no CS-TMP, tendo sido o voo mais longo um AMS-FOR com a duração de 9h15. Estão todos guardados num logbook pessoal que mantive actualizado. Foram 382 horas de puro prazer e que me permitem dizer: valeu a pena, valeu bem a pena!
As a crew member, I logged a total of 382 hours of flight time and 95 landings on our CS-TMP, being the longest flight one AMS-FOR with a duration of 9h15. Every flight is religiously saved in a personal logbook that I kept updated. It was 382 hours of absolute pleasure (job?) that made me feel: it was worth it, it was really worth it!
Amanhecer
Inflight, December 2007
Sunrise
... à chegada de Luanda, num A340-300 da TAP.
... before arrival at Luanda, on board a A340-300 of TAP.
... before arrival at Luanda, on board a A340-300 of TAP.
One thing I like in this photo is seeing the wing outside. This is another photo of this flight.
Milhas longínquas...
Inflight, the 1980s
Miles away...
... longínquas no tempo.
... far away in time.
A asa de um L-1011 da TAP ao amanhecer, num dos vários voos LIS-GIG que fiz no passado, durante a década de 80. É uma (bonita) silhueta, igual àquela que tantas vezes aqui aparece da asa do CS-TMP da Luzair. Mas esta não era do CS-TEG (anterior matrícula do TMP quando pertencia à TAP) mas sim de um dos 5 L-1011 que foi originalmente entregue pela Lockheed à companhia de bandeira.
... far away in time.
The wing of a TAP's L-1011 at dawn in a flight between LIS and GIG somewhere in the 80s. It's one (beautiful) silhouette similar to that one I've been showing several times in this blog of Luzair's CS-TMP. But this one was not from CS-TEG (previous reg. nr. of CS-TMP when it belonged to TAP) but from one of the 5 original L-1011s which was delivered directly from Lockheed.
24 anos separaram a data do meu primeiro voo em L-1011 e a data do meu voo de largada no mundo da aviação... num L-1011! Ainda fui a tempo!
24 years make the distance between my first flight on a L-1011 as a passenger and the date of my first professional flight... on a L-1011! I'm glad I still was on time to do it!
24 anos separaram a data do meu primeiro voo em L-1011 e a data do meu voo de largada no mundo da aviação... num L-1011! Ainda fui a tempo!
24 years make the distance between my first flight on a L-1011 as a passenger and the date of my first professional flight... on a L-1011! I'm glad I still was on time to do it!
Entre Madrid e Recife: "A revolta dos argentinos"
Recife, November 2007
Argentinian uprising (flying between Madrid and Recife)
Embarcámos à noite no voo TP728 com destino a Madrid, no A319 CS-TTK "Miguel Torga". A nossa missão seria agarrar no CS-TMP no dia seguinte e seguir até Recife numa operação para uma companhia de bandeira argentina.
Da tripulação da TAP fazia parte um antigo colega da Luzair que conseguiu colocar-nos a todos em C/CL embora, como era natural, tivémos apenas direito ao serviço de Y/CL com a box de sandes fria.
In an autumn evening, we went to Madrid on the TP728 flight, operated by a A319 with tail number CS-TTK and named "Miguel Torga". The next day, we would meet our airplane CS-TMP to fly her to Recife while operating for an Argentinian carrier.
On board we met a fellow colleague who previously worked for our airline and that was part of TAP's crew. He was successful to invite us for the Business Class - a complimentary upgrade.
Da tripulação da TAP fazia parte um antigo colega da Luzair que conseguiu colocar-nos a todos em C/CL embora, como era natural, tivémos apenas direito ao serviço de Y/CL com a box de sandes fria.
In an autumn evening, we went to Madrid on the TP728 flight, operated by a A319 with tail number CS-TTK and named "Miguel Torga". The next day, we would meet our airplane CS-TMP to fly her to Recife while operating for an Argentinian carrier.
On board we met a fellow colleague who previously worked for our airline and that was part of TAP's crew. He was successful to invite us for the Business Class - a complimentary upgrade.
O voo foi curto e pela primeira vez aterrei em Madrid/Barajas. Lembro-me de fazer frio e apesar de estar desfardado acabei por vestir o pullover da farda visto ser uma peça de vestuário absolutamente normal e discreta.
The flight was short and for the first time I landed in Madrid/Barajas. I recall it was a cold night and despite being using my own clothes, I had to wear the uniform's pullover to face the low temperatures.
A tripulação dividiu-se em dois taxis e ficámos no hotel Auditorium bem perto de Barajas, um dos mais impressionantes em que fiquei hospedado. Descemos todos para o lobby do hotel onde estivémos a conversar até tarde ao mesmo tempo que matávamos a fome com Club Sandwiches.
Noite bem descansada no quarto e o dia seguinte foi passado a ver televisão e o tráfego do aeroporto de Barajas em aproximação através da janela do quarto. Infelizmente o centro da cidade ficava longe e o taxi ficaria bastante caro como demonstrado no curto percurso aeroporto/hotel, suportado pela companhia. Precisávamos também de estar descansados para o longo voo transatlântico que descolaria apenas à noite.
The crew was split in two taxis and we stayed in the Auditorium hotel, near the airport. I remember I was quite impressed with this hotel. After leaving our baggage in the rooms we went down to the lobby to eat something and to chat until late.
I had a good sleep that night and I spent the following day watching TV and spotting the air traffic in Barajas through my room's window. Unfortunately, it was not that easy going to the center of Madrid and we needed to be physically prepared for the long transatlantic flight which would take place during the night.
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| Tráfego em Madrid: A310 da Air Comet Air Comet's A310 on final approach |
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| Auditorium / vista do quarto | room's view |
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| A340-600 / Iberia |
I found that it was possible to see our aircraft CS-TMP, parked at the airport, from our hotel!
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| CS-TMP @ Barajas |
O embarque do voo LUZ502, com destino final Buenos Aires, seria o mais complicado que já tive. Estávamos a substituir um Airbus A340 da companhia que nos fretou devido a uma greve de tripulantes e os passageiros de Executiva não gostaram do facto de não terem disponíveis as amenities pelas quais pagaram.
The boarding of our LUZ502 flight bound to Buenos Aires (Recife was just a refueling stop) was one of the most demanding I ever had. We were replacing an Airbus A340 because the crew members of the original airline were on strike and some Business Class passengers didn't like the fact that they didn't have the amenities they paid for.
No início rejeitaram o avião esperando outra alternativa que obviamente não existia a não ser ficarem em Madrid. Primeiro todos queriam sair, depois já só saíam alguns que tentavam a todo o custo demover os que queriam ficar para terem mais força numa possível negociação com a companhia fretadora. Nesta confusão entre saír e ficar, o tempo foi ficando curto para a descolagem pois o aeroporto de MAD encerra às 23h.
Initially those passengers completely rejected our airplane, waiting for another solution that obviously didn't exist beside cancelling the flight. First, everyone wanted to go out; then, without any alternative solution, just a few wanted to resist and tried to convince the others to also refuse in order to have a stronger position. With all this confusion between those who wanted to stay and those who wanted to leave the aircraft, we were running out of time for our departure because that part of the airport where we were parked would close at 11 pm.
Após o Cmdte ter dito pelo PA que o aeroporto estava fechado, tinha a económica toda de pé e de bagagem na mão a gritar em coro "QUEREMOS SALIR" tendo eu assumido erradamente que queriam sair do avião. Com a cabine num caos absoluto e nós tripulantes perdidos sem saber o que dizer, apesar de várias vezes me ter deslocado à executiva para inteirar-me do que se estava a passar, não tive dúvidas que o voo seria cancelado apesar do Cmdte ter anunciado também que estava a tentar uma autorização especial de descolagem. Pouco depois é que me apercebi que o "queremos salir" significava "Queremos salir para Buenos Aires" estando instalada uma verdadeira batalha Económica vs. Executiva pois foi impossível esconder que eram os passageiros desta última que estavam a empandeirar o voo.
After the Captain announced that the airport had closed and he was trying to get a special permit to go on with the flight, suddenly we had all economy passengers yellowing together "QUEREMOS SALIR". Me and other colleague assumed that it meant they wanted to get out of the airplane. With all that chaos installed I went several times to the front of the airplane to get more accurate news and to have something to tell to the passengers. It was only some time later that we all realized that those words "queremos salir" meant after all that economy class passengers wanted to close doors and proceed to Buenos Aires. So we had a real battle between Business and Economy class passengers with different feelings about whether to cancel the flight or not.
No meio de toda aquela confusão e com passageiros sem perceber ao certo o que se estava a passar, claro que havia uns que ainda tentaram sair a correr do avião com a bagagem de mão atrás. Tentei evitar a todo o custo que desembarcassem pois isso significaria procurar a bagagem de porão e retirá-la também do avião fazendo atrasar ainda mais uma partida que já estava dependente de uma autorização especial.
In the middle of all that big confusion and with passengers disoriented about what was going on, there were some that tried to escape and give up the flight taking with them their hand luggage through the aisles. I tried to avoid it the most I could, convincing them to stay. We were already dependent on a special permit and losing time searching in the holds for their checked baggage would not improve our scenario.
Havia em particular, um brasileiro que algumas colegas depois durante o voo me garantiam ser um actor pornográfico (!) que estava assustado e com medo de voar e que tentou desembarcar duas vezes. Tentei sempre acalmá-lo e até lhe disse que aquele avião já tinha sido da TAP o que acabou por ser pior emenda que o soneto já que o passageiro confessou ter tido sempre experiências traumatizantes com a TAP. Mas com muita tranquilidade lá consegui convencê-lo a ficar.
In particular, there was one Brazilian passenger that some colleagues recognized him as a porn model (!) that was terribly scared with all that situation and tried to disembark for at least two times. I tried to calm him down saying that our aircraft was part of TAP's fleet in the past. That was a big mistake because he said he had awful experiences with TAP. But with the right words, I finally convinced him to stay.
Quando o Cmdte conseguiu autorização de descolagem e os pax de executiva decidiram finalmente prosseguir todos no voo - já com a garantia de um elemento da companhia fretadora que foi ter à última hora ao nosso avião fazer um comunicado via P.A. explicando a situação que se estava a passar e que os passageiros seriam posteriormente recompensados - lá saímos com toda a gente a bordo. E foi impressionante ver como uma cabine num estado caótico ficou toda arrumadinha com a bagagem acondicionada nas bagageiras e passageiros sentados em menos de três minutos! (ufff... tanta confusão para nada!)
When the Captain got its special permit to start the flight, the Business Class passengers finally agreed to accept our airplane and proceed in that flight. Previously, one representative of the airline to which we were flying for, explained the situation through our PA system, saying that they would compensate the disappointed passengers later.
It was impressive see an entire cabin, that was in a complete chaos, to get ready for push-back in less than three minutes. Every hand luggage was placed again in the overhead compartments and passengers quickly occupied their seats in order to comply with our new slot. (ufff... such a confusion for nothing!)
Deixo aqui a versão de uma passageira que esteve nesse mesmo voo:
Here is the description of this "rise-up" seen by a passenger of that flight (Spanish only):
Mujeres al límit: Aerolíneas Argentinas
The boarding of our LUZ502 flight bound to Buenos Aires (Recife was just a refueling stop) was one of the most demanding I ever had. We were replacing an Airbus A340 because the crew members of the original airline were on strike and some Business Class passengers didn't like the fact that they didn't have the amenities they paid for.
No início rejeitaram o avião esperando outra alternativa que obviamente não existia a não ser ficarem em Madrid. Primeiro todos queriam sair, depois já só saíam alguns que tentavam a todo o custo demover os que queriam ficar para terem mais força numa possível negociação com a companhia fretadora. Nesta confusão entre saír e ficar, o tempo foi ficando curto para a descolagem pois o aeroporto de MAD encerra às 23h.
Initially those passengers completely rejected our airplane, waiting for another solution that obviously didn't exist beside cancelling the flight. First, everyone wanted to go out; then, without any alternative solution, just a few wanted to resist and tried to convince the others to also refuse in order to have a stronger position. With all this confusion between those who wanted to stay and those who wanted to leave the aircraft, we were running out of time for our departure because that part of the airport where we were parked would close at 11 pm.
Após o Cmdte ter dito pelo PA que o aeroporto estava fechado, tinha a económica toda de pé e de bagagem na mão a gritar em coro "QUEREMOS SALIR" tendo eu assumido erradamente que queriam sair do avião. Com a cabine num caos absoluto e nós tripulantes perdidos sem saber o que dizer, apesar de várias vezes me ter deslocado à executiva para inteirar-me do que se estava a passar, não tive dúvidas que o voo seria cancelado apesar do Cmdte ter anunciado também que estava a tentar uma autorização especial de descolagem. Pouco depois é que me apercebi que o "queremos salir" significava "Queremos salir para Buenos Aires" estando instalada uma verdadeira batalha Económica vs. Executiva pois foi impossível esconder que eram os passageiros desta última que estavam a empandeirar o voo.
After the Captain announced that the airport had closed and he was trying to get a special permit to go on with the flight, suddenly we had all economy passengers yellowing together "QUEREMOS SALIR". Me and other colleague assumed that it meant they wanted to get out of the airplane. With all that chaos installed I went several times to the front of the airplane to get more accurate news and to have something to tell to the passengers. It was only some time later that we all realized that those words "queremos salir" meant after all that economy class passengers wanted to close doors and proceed to Buenos Aires. So we had a real battle between Business and Economy class passengers with different feelings about whether to cancel the flight or not.
No meio de toda aquela confusão e com passageiros sem perceber ao certo o que se estava a passar, claro que havia uns que ainda tentaram sair a correr do avião com a bagagem de mão atrás. Tentei evitar a todo o custo que desembarcassem pois isso significaria procurar a bagagem de porão e retirá-la também do avião fazendo atrasar ainda mais uma partida que já estava dependente de uma autorização especial.
In the middle of all that big confusion and with passengers disoriented about what was going on, there were some that tried to escape and give up the flight taking with them their hand luggage through the aisles. I tried to avoid it the most I could, convincing them to stay. We were already dependent on a special permit and losing time searching in the holds for their checked baggage would not improve our scenario.
Havia em particular, um brasileiro que algumas colegas depois durante o voo me garantiam ser um actor pornográfico (!) que estava assustado e com medo de voar e que tentou desembarcar duas vezes. Tentei sempre acalmá-lo e até lhe disse que aquele avião já tinha sido da TAP o que acabou por ser pior emenda que o soneto já que o passageiro confessou ter tido sempre experiências traumatizantes com a TAP. Mas com muita tranquilidade lá consegui convencê-lo a ficar.
In particular, there was one Brazilian passenger that some colleagues recognized him as a porn model (!) that was terribly scared with all that situation and tried to disembark for at least two times. I tried to calm him down saying that our aircraft was part of TAP's fleet in the past. That was a big mistake because he said he had awful experiences with TAP. But with the right words, I finally convinced him to stay.
Quando o Cmdte conseguiu autorização de descolagem e os pax de executiva decidiram finalmente prosseguir todos no voo - já com a garantia de um elemento da companhia fretadora que foi ter à última hora ao nosso avião fazer um comunicado via P.A. explicando a situação que se estava a passar e que os passageiros seriam posteriormente recompensados - lá saímos com toda a gente a bordo. E foi impressionante ver como uma cabine num estado caótico ficou toda arrumadinha com a bagagem acondicionada nas bagageiras e passageiros sentados em menos de três minutos! (ufff... tanta confusão para nada!)
When the Captain got its special permit to start the flight, the Business Class passengers finally agreed to accept our airplane and proceed in that flight. Previously, one representative of the airline to which we were flying for, explained the situation through our PA system, saying that they would compensate the disappointed passengers later.
It was impressive see an entire cabin, that was in a complete chaos, to get ready for push-back in less than three minutes. Every hand luggage was placed again in the overhead compartments and passengers quickly occupied their seats in order to comply with our new slot. (ufff... such a confusion for nothing!)
Deixo aqui a versão de uma passageira que esteve nesse mesmo voo:
Here is the description of this "rise-up" seen by a passenger of that flight (Spanish only):
Mujeres al límit: Aerolíneas Argentinas
O Google permite estes achados curiosos!
It's amazing the things we can find with Google!
Ironicamente acabou por ser um voo muito calmo e com os passageiros tranquilos a quererem dormir. Ainda bem que foi um voo nocturno, exactamente por essa razão. Sou daqueles que prefere claramente voar à noite seja como tripulante ou como passageiro. Fui apenas interrompido por um passageiro que escrevia uma reclamação e que me pedia mais folhas. Ingenuamente, fui buscar o nosso livro de reclamações mas assim que o passageiro viu o logótipo da companhia recusou-o de imediato "Não, não! Não é com vocês que eu quero reclamar, vocês não têm culpa nenhuma do que se passou". Como foi reconfortante constatar que ainda há quem saiba fazer uma análise correcta da situação em vez de disparar irracionalmente contra tudo e contra todos... Pediu ainda um whisky que foi prontamente servido com um extra de simpatia da minha parte.
Ironically, it was a very calm flight with many passengers just wanting to sleep. Being this a night flight helped us a lot! Passengers were absolutely tired with all their wait and with what happened before take-off. It is also my preference to have night flights. I was only interrupted once by a passenger that was writing a complaint and wanted more paper sheets. It is a ridiculous thing but we usually don't have clean paper sheets on board so I gave him our own "Complaints Book" which he immediately refused: "No, no! It's not about you that I want to complain! You're just doing your job and you're not responsible for what happened". It's always nice when you find someone that does a correct judgement of the situation instead of "shooting" against everyone. He finally asked if he could get a glass of whisky, which I was happy to serve him.
À chegada a Recife - escala técnica para reabastecimento - desembarcou apenas a tripulação que seria rendida por outra tripulação nossa que estava já em REC para pegar no avião e fazer REC-EZE-REC. Nós ficaríamos a descansar em Recife até que os colegas regressassem de Buenos Aires para voltarmos a ficar com o avião, desta feita num voo de posição até Lisboa.
When we arrived at Recife (just a refueling stop for the passengers) - our crew disembarked and we were replaced by another crew that was already at Recife and would fly these two legs in a row: REC-EZE and EZE-REC. We stayed in Recife just until they returned from Buenos Aires, and we would fly back to Lisbon in a position flight.
Só tivémos direito a descanso mínimo, pelo que, sem tempo para mais, fui basicamente dormir a Recife! Algumas vistas do quarto.
Our stay was calculated to comply with the minimum legal rest period so I just had time to have breakfast and sleep... Some room views:
When our colleagues arrived from Buenos Aires, it was their turn to rest in Recife and we took the aircraft empty to Lisbon. At Recife Airport we met a TAP crew that was getting ready for their scheduled REC-LIS flight. TAP's A310 was parked just side by side on our left. They took off well ahead of us.
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| A310 CS-TEJ da TAP ao nosso lado
TAP's A310 tail nr CS-TEJ |
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| Rolls-Royce #3 |
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| TPS de REC
Recife Passenger Terminal |
One hour later it was our turn to head towards Lisbon on an absolutely smooth flight with the airplane just for us and with the ability of preparing our own coffee without being interrupted by any passenger request!
Deixo aqui um vídeo da descolagem nocturna em REC que vale mais pelo bonito cantar dos Rolls Royce do que pela qualidade de imagem.
I'm showing next a night take-off video in Recife that is more worth for the beautiful whining of the Rolls-Royce engines than for the image quality.
During our cruise we overtook one or TAP aircraft as usual in what would be my last flight before "boarding" the Hajj experience.